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<meta property="og:description" content="Foundamentals of Automotive Crash Safety Lecture 1 Fundamentals of Vehicle Crash Safety  impact energy absorption The kinetic energy is converted to work by deforming all the related objects Three levels of impact  First impact: between vehicle front-end structure and external objects Second impact: between occupant and restraint system/interior Third impact: between occupant’s internal organs   Crash safety  a matter of reducing the relative velocity between occupants and vehicle interior to help reduce risk of injury to occupant during a collision   Vehicle Crashworthiness  Measure of the vehicle&rsquo;s structural ability to plastically deform and yet maintain a sufficient survival space for its occupants in crashes involving loads**    Lecture 2 Vehicle Frontal Impact Response and Occupant Ride-Down" />
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<meta name="twitter:description" content="Foundamentals of Automotive Crash Safety Lecture 1 Fundamentals of Vehicle Crash Safety  impact energy absorption The kinetic energy is converted to work by deforming all the related objects Three levels of impact  First impact: between vehicle front-end structure and external objects Second impact: between occupant and restraint system/interior Third impact: between occupant’s internal organs   Crash safety  a matter of reducing the relative velocity between occupants and vehicle interior to help reduce risk of injury to occupant during a collision   Vehicle Crashworthiness  Measure of the vehicle&rsquo;s structural ability to plastically deform and yet maintain a sufficient survival space for its occupants in crashes involving loads**    Lecture 2 Vehicle Frontal Impact Response and Occupant Ride-Down"/>
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            <div class="post-meta-line"><span class="post-author"><a href="/" title="Author" rel=" author" class="author"><i class="fas fa-user-circle fa-fw"></i>辛载阳</a></span></div>
            <div class="post-meta-line"><i class="far fa-calendar-alt fa-fw"></i>&nbsp;<time datetime="2018-10-18">2018-10-18</time>&nbsp;<i class="fas fa-pencil-alt fa-fw"></i>&nbsp;约 1533 字&nbsp;
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  <ul>
    <li><a href="#lecture-1-fundamentals-of-vehicle-crash-safety">Lecture 1 Fundamentals of Vehicle Crash Safety</a></li>
    <li><a href="#lecture-2-vehicle-frontal-impact-response-and">Lecture 2 Vehicle Frontal Impact Response and</a></li>
    <li><a href="#lecture-3-human-body-injuries-in-vehicle-collisions">Lecture 3 Human Body Injuries in Vehicle Collisions</a></li>
    <li><a href="#lecture-4-vehicle-crash-safety-assessment">Lecture 4 Vehicle Crash Safety Assessment</a></li>
    <li><a href="#lecture-5-seatbelt-and-airbag">Lecture 5 Seatbelt and Airbag</a>
      <ul>
        <li><a href="#intro">Intro</a></li>
        <li><a href="#safety-functions">Safety functions</a></li>
      </ul>
    </li>
    <li><a href="#lecture-6-seat-as-occupant-impact-protection-device">Lecture 6 Seat as Occupant Impact Protection Device</a>
      <ul>
        <li><a href="#structures">Structures</a></li>
        <li><a href="#seat-and-head-restraint-for-anti-whiplash">Seat and head restraint for anti-whiplash</a></li>
        <li><a href="#the-debate-between-stiff-and-yielding-seats">The debate between stiff and yielding seats</a></li>
      </ul>
    </li>
    <li><a href="#lecture-7-protection-of-child-passengers">Lecture 7 Protection of Child Passengers</a>
      <ul>
        <li><a href="#difficulty-and-easiness">Difficulty and easiness</a></li>
        <li><a href="#charateristics">Charateristics</a></li>
        <li><a href="#attentions">Attentions</a></li>
      </ul>
    </li>
    <li><a href="#lecture-8-adaptive-occupant-restraint-system">Lecture 8 Adaptive Occupant Restraint System</a></li>
    <li><a href="#lecture-10-occupant-head-impact-protection">Lecture 10 Occupant Head Impact Protection</a></li>
    <li><a href="#lecture-11-pedestrain-impact-protection">Lecture 11 Pedestrain Impact Protection</a></li>
  </ul>
</nav></div>
            </div><div class="content" id="content"><h1 id="foundamentals-of-automotive-crash-safety">Foundamentals of Automotive Crash Safety</h1>
<h2 id="lecture-1-fundamentals-of-vehicle-crash-safety">Lecture 1 Fundamentals of Vehicle Crash Safety</h2>
<ul>
<li><strong>impact energy absorption</strong> The kinetic energy is converted to work by deforming all the related objects</li>
<li>Three levels of impact
<ul>
<li>First impact: between vehicle front-end structure and external objects</li>
<li>Second impact: between occupant and restraint system/interior</li>
<li>Third impact: between occupant’s internal organs</li>
</ul>
</li>
<li>Crash safety
<ul>
<li>a matter of reducing the <strong>relative velocity</strong> between occupants and vehicle interior to help reduce risk of injury to occupant during a collision</li>
</ul>
</li>
<li><strong>Vehicle Crashworthiness</strong>
<ul>
<li>Measure of the vehicle&rsquo;s structural ability to <strong>plastically deform</strong> and yet maintain a <strong>sufficient survival space</strong> for its occupants in crashes involving  loads**</li>
</ul>
</li>
</ul>
<h2 id="lecture-2-vehicle-frontal-impact-response-and">Lecture 2 Vehicle Frontal Impact Response and</h2>
<p>Occupant Ride-Down</p>
<ul>
<li>
<p>Crash pulse measurement</p>
<ul>
<li>Mounted in <strong>non-crash zone</strong> of occupant compartment</li>
<li>Avoid low stiffness locations</li>
</ul>
</li>
<li>
<p>Injuries are produced by the occupant motion relative to vehicle interior</p>
</li>
<li>
<p>Purpose of restraint system is to make the contacting speed lower</p>
</li>
<li>
<p>The occupant kinetic energy is absorbed by three sources</p>
<ul>
<li>The restraint system</li>
<li>The human body deformation</li>
<li>The vehicle structure through restraint coupling (<strong>The Ride-Down Energy</strong>)</li>
</ul>
</li>
<li>
<p>Achieve the lowest force and acceleration, good to occupant protection in a general sense</p>
</li>
<li>
<p>The occupant response</p>
<ul>
<li>The occupant response depends on both of the vehicle pulse and the occupant restraint system</li>
<li>The effect of the occupant restraint has a limit</li>
</ul>
</li>
<li>
<p>Crash duration</p>
<p>Definition: from the time when the vehicle starts contacting the obstacle to the time when the acceleration diminishes to a negligible level (about 80~120 ms)</p>
<ul>
<li>Vehicle type – the stiffer the structure, the shorter the crash duration</li>
<li>Crashing type – the softer the crash mode, the longer the crash duration</li>
</ul>
</li>
</ul>
<h2 id="lecture-3-human-body-injuries-in-vehicle-collisions">Lecture 3 Human Body Injuries in Vehicle Collisions</h2>
<ul>
<li>
<p>Human body injury</p>
<p>deformation of anatomical structures beyond their failure limits resulting in damage of tissue</p>
</li>
<li>
<p>Mechanical causes of body injuries:</p>
<ul>
<li>direct body contact</li>
<li>no external contact : Inertial effect leads to internal squeeze or stretch</li>
</ul>
</li>
<li>
<p>human body injury tolerance</p>
<p>Mechanical parameter and value to gage severity of certain injury and define acceptance level 
$$
HIC = MAX \Bigg( \Big[\frac{1}{t_2 -t_1} \int_{t_1}^{t_2} a_g(t)
dt \Big]^{2.5} (t_2 - t_1\Bigg)
$$
Note: head injury is related both magnitude and duration of acceleration</p>
</li>
</ul>
<h2 id="lecture-4-vehicle-crash-safety-assessment">Lecture 4 Vehicle Crash Safety Assessment</h2>
<ul>
<li>Dummy: Anthropomorphic Test Device</li>
<li>Hybrid III 50th Male has been adopted in world-wide automotive safety regulations, which is also the only daummy with broad basis in biofidelity.</li>
<li>Other dummies were <strong>scaled</strong> from Hybrid III 50th Male.(Not only scale mass and size, but also injury thresholds)
<ul>
<li>H3-50M neck: Match nech angle-torque response data in forward and rearward directions for humans seated in automotive posture.(Note the <strong>slits</strong>)</li>
<li>H3-50M chest assembly: Represented by six high strength steel ribs with polymer based on damoing material.
<ul>
<li>Chest acceleration</li>
<li>Chest deflection</li>
</ul>
</li>
<li>H3-50M calibration
<ul>
<li>Dummy mush be calibrated before test to guarantee its state</li>
</ul>
</li>
</ul>
</li>
<li>Requirements of carsh test dummies
<ul>
<li>Biofidelity
<ul>
<li>Measure its human-likeness</li>
<li>Size, mass, kinetic and dynamic responses under specified loadings.</li>
</ul>
</li>
<li>Sensitivity to injury parameters(sensitive and robust)</li>
<li>Repeatability
<ul>
<li>Same responses under the same impact test conditions</li>
</ul>
</li>
<li>Durability
<ul>
<li>No damages under the conditions of the required impact test</li>
</ul>
</li>
</ul>
</li>
<li>Two levels of biofidelity requirements
<ul>
<li>First level to control overall kinematics
<ul>
<li>Joint stiffness between articulated body regions</li>
<li>Mass properties of individual assemblies</li>
</ul>
</li>
<li>Second level to control response of critical
assemblies
<ul>
<li>Chest compression stiffness, head impact
response, femur compressive response, etc</li>
</ul>
</li>
</ul>
</li>
<li>Sled tests
<ul>
<li>Low cost</li>
<li>Quick</li>
<li>Controllable</li>
<li>Good repeatability and reliability</li>
<li>Drawback: 1-D, no pitch</li>
</ul>
</li>
</ul>
<h2 id="lecture-5-seatbelt-and-airbag">Lecture 5 Seatbelt and Airbag</h2>
<h3 id="intro">Intro</h3>
<ul>
<li>Modern seatbelts: a three-point anchorage system</li>
<li>Seatbelt components: Belt, Retractor, Slip ring, Buckle, Anchor</li>
<li>Typical seatbelt consists of two webbing sections:
<ul>
<li>Lap belt</li>
<li>Shoulder belt</li>
</ul>
</li>
<li>The spool effect: Belt webbing can be stetched to some extent: for belt force on occupant gradually increasing and occupant’s stopping not too abrupt</li>
<li>Retrctor lock: vehicle and webbing sensitive</li>
<li>Aurbag: package, inflator, crash sensors(ECU)</li>
</ul>
<h3 id="safety-functions">Safety functions</h3>
<ul>
<li>
<p>Seatbelt</p>
<ul>
<li><strong>Restrain</strong> occupant and reduce risk of occupant contact with vehicle interior</li>
<li><strong>Spread</strong> force across stronger parts of occupant body(shoulder and pelvis)</li>
</ul>
</li>
<li>
<p>Airbag</p>
<ul>
<li><strong>Fill</strong> space between ocuupant and steering wheel or dashboard</li>
<li>Apply force on occupant during occupant-airbag interactraction</li>
<li>Reduce head rotation and <strong>protect head and neck</strong></li>
</ul>
<p>###Risks and hazards of airbag</p>
<ul>
<li>Occupant should not strike airbag until it is fully inflated(And it should deplot in a fraction of a second to be effective)</li>
<li>Unbelted or out of position occupants can be seriously injured or killed by airbag</li>
</ul>
<p>###risks of seatbelt</p>
<ul>
<li>Submarining: occupant slides down underneath lap-belt in frontal collision</li>
<li>Concentrated loading to chest</li>
</ul>
</li>
</ul>
<h2 id="lecture-6-seat-as-occupant-impact-protection-device">Lecture 6 Seat as Occupant Impact Protection Device</h2>
<h3 id="structures">Structures</h3>
<ul>
<li>Rail system
<ul>
<li>Adjust seat position forward
and backward</li>
<li><strong>Secure</strong> seat position for safety</li>
</ul>
</li>
</ul>
<h3 id="seat-and-head-restraint-for-anti-whiplash">Seat and head restraint for anti-whiplash</h3>
<ul>
<li>Seat and head restraint are critical for reducing neck whiplash injury risk</li>
<li>Whiplash injury influence factors
<ul>
<li>Gender</li>
<li>Height</li>
<li>Seating position
<ul>
<li>Drivers have higher risk rate than passengers
<ul>
<li>Drivers tend to sit away from seatback</li>
<li>Passengers are usually more relaxed and lean further back in seats</li>
</ul>
</li>
</ul>
</li>
</ul>
</li>
<li>Mechanism
<ul>
<li>Most researchers agree that neck injuries are related to <strong>relative motion</strong> between head and torso</li>
</ul>
</li>
</ul>
<h3 id="the-debate-between-stiff-and-yielding-seats">The debate between stiff and yielding seats</h3>
<ul>
<li>Need yielding seatback to prevent whiplash in more frequent, minor
rear crashes</li>
<li>Need stiff (rigid) seats for occupant retention in infrequent, severe rear
crashes</li>
<li>Reducing both j and k has resolved the debate between rigid and yielding seats by separately considering seat characteristics for strength and stiffness</li>
</ul>
<h2 id="lecture-7-protection-of-child-passengers">Lecture 7 Protection of Child Passengers</h2>
<h3 id="difficulty-and-easiness">Difficulty and easiness</h3>
<ul>
<li>Difficulty
<ul>
<li>Lack of data in injury mechanics</li>
<li>Large variations in body and age</li>
</ul>
</li>
<li>Easiness
<ul>
<li>May adopt &ldquo;over protection&rdquo;</li>
</ul>
</li>
</ul>
<h3 id="charateristics">Charateristics</h3>
<ul>
<li>Relatively large head</li>
<li>Relatively weak neck</li>
<li>Childs’ ribs are more flexible than those of adults</li>
</ul>
<h3 id="attentions">Attentions</h3>
<ul>
<li>Child in <strong>rear seat</strong>(away from airbag)</li>
<li>Child mush be properly restrained</li>
<li><strong>Rear-fracing</strong></li>
</ul>
<h2 id="lecture-8-adaptive-occupant-restraint-system">Lecture 8 Adaptive Occupant Restraint System</h2>
<p>**To provide individualized occupant crash protection
to meet current and future challenges **</p>
<ul>
<li>Current occupant restraint design aimed for regulation requirements</li>
<li>New needs and challenges
<ul>
<li>Crash protection of diverse and vulnerable road users</li>
<li>Crash protection of diverse and vulnerable road users</li>
<li>Vehicle safety under automous driving</li>
<li>Simulate real accidents</li>
</ul>
</li>
<li>Adaptive restraint system for individualized protection
<ul>
<li>Pre-crash warning can provide ORS with more information about crash and more preparation time</li>
<li>Reversible ORS can be tuned to optimal configurations prior to imminent crash</li>
</ul>
</li>
<li>Design space of adaptive restraint system
<ul>
<li>Seatbelt pretensioning
<ul>
<li>Time to fire</li>
<li>Pull-in length</li>
</ul>
</li>
<li>Seatbelt force limiter
<ul>
<li>First level limiting</li>
<li>Second level limiting</li>
<li>When to switch</li>
</ul>
</li>
<li>Seatbelt D-ring position</li>
<li>Airbag inflating/deflating characteristics
<ul>
<li>Time to fire</li>
<li>Mass flow scaling</li>
<li>Exhausting hole size</li>
</ul>
</li>
<li>Seat position(a new factor)</li>
</ul>
</li>
<li>Optimization results
<ul>
<li>For 56km/h
<ul>
<li>Head injury reduced for all dummies</li>
<li>Chest compression largely reduced for small dummies</li>
<li>Seat position tends to be close to knee bolster for better posture control</li>
<li>Airbag effect on dummy reduced, help reducing airbag risk</li>
<li>Seatbelt
<ul>
<li>Force limiting level lowered for small dummies for reducing chest injury</li>
<li>Pretension increased, belt force increased in early stage</li>
</ul>
</li>
</ul>
</li>
<li>For 40km/h
<ul>
<li>Sit farther away from knee bolster, further reducing effect of airbag</li>
<li>Seatbelt
<ul>
<li>Pretension pull-in proportional to dummy size</li>
<li>Pull-in &amp; 1st level limiting force decrease as dummy gets smaller</li>
</ul>
</li>
</ul>
</li>
<li>Summary
<ul>
<li>Seat position
<ul>
<li>In 56 km/h crashes, seat position is proportional to
dummy height, close to knee bolster, for posture control</li>
<li>In 40 km/h crashes, seat position is farther away from knee bolster, for staying away from airbag</li>
</ul>
</li>
<li>Airbag
<ul>
<li>Contact force with dummy is largely reduced</li>
<li>In low speed crash, airbag hardly contacts with occupant</li>
</ul>
</li>
<li>Seatbelt
<ul>
<li>Greater pretension effect</li>
<li>Load limiting level is proportional to dummy size</li>
<li>Seatbelt becomes main restraining device, airbag force is greatly suppressed</li>
</ul>
</li>
</ul>
</li>
<li>Optimization of restraint system considering Chinese statures
<ul>
<li>Airbag mass flow is a main factor to chest injury of small stature and head injury of large stature</li>
</ul>
</li>
<li>Safety development of autonomous driving vehicles
<ul>
<li>Characteristics of future traffic:
<ul>
<li>Smart</li>
<li>efficient</li>
<li>convenience</li>
<li>safe</li>
</ul>
</li>
<li>Connected and autonomous vehicles moving in platoon : high-speed crash of multiple-cars</li>
<li>Technologies
<ul>
<li>pre-crash sensing</li>
<li>adaptive restraint system</li>
<li>individualized protection</li>
</ul>
</li>
</ul>
</li>
</ul>
</li>
</ul>
<h2 id="lecture-10-occupant-head-impact-protection">Lecture 10 Occupant Head Impact Protection</h2>
<ul>
<li>
<p>Background</p>
<ul>
<li>
<p>Head injury is leading cause of severe injuries and fatalities in passenger car accidents</p>
</li>
<li>
<p>upper interior head impact requirements of FMSVSS 201 :</p>
<p>To reduce severe head injuries due to secondary impact with upper interior components</p>
</li>
<li>
<p>Countermeasures</p>
<ul>
<li>Padded interior to absorb head impact energy and reduce head injury</li>
</ul>
</li>
<li>
<p>Problem</p>
<ul>
<li>Padding takes too much interior space</li>
<li>Should use the least interior space to meet the FMVSS 201 requirements</li>
</ul>
</li>
<li>
<p>Innovative trim – Plastic rib filled with polymer foam</p>
<ul>
<li>Goal: <strong>early peak and small rebound</strong></li>
<li>Trim developed through collaboration between supplier and OEM</li>
<li>Effective protection with minimum padding</li>
</ul>
</li>
<li>
<p>Total stopping distance (EA space)</p>
<ul>
<li>Three sources:
<ul>
<li>Deformation of padding</li>
<li>Compression of headform skin</li>
<li>**Elastic deflection of sheet metal **</li>
</ul>
</li>
<li>Why elastic sheet metal deflection can absorb (manage) head impact energy
<ul>
<li>Answer: the event is over before sheet metal rebounds</li>
<li>The rebound part has little effect to the HIC calculation</li>
<li>But stiffness of the elastic structure affects
HIC</li>
</ul>
</li>
</ul>
</li>
</ul>
</li>
</ul>
<h2 id="lecture-11-pedestrain-impact-protection">Lecture 11 Pedestrain Impact Protection</h2>
<ul>
<li>Injury mechanisms
<ul>
<li>Head impacts are most life threatening form</li>
<li>Lower extremity impacts
<ul>
<li>Severe knee joint injuries often cause permanent disability</li>
</ul>
</li>
<li>Account for severe injuries</li>
</ul>
</li>
<li>Injury sources
<ul>
<li>Bumper, hood, and windshield</li>
<li>Improvements of vehicle front-end structures can reduce
pedestrian injuries
<ul>
<li>Styling &amp; packaging affecting pedestrian protection</li>
</ul>
</li>
<li>Lower extremity impact protection
<ul>
<li>Design of vehicle front-end structures (bumper height,
shape and stiffness) greatly affects leg bone fractures
<ul>
<li>First contact location (above, at or below knee) affects injury patterns</li>
</ul>
</li>
<li>The influence of vehicle type on injury severity</li>
</ul>
</li>
</ul>
</li>
</ul>
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